Carbureter.



w. oi s ToKEs'.

CABBURETER.

APPLICATION'FILED MAR. il, IBIS.

Pmd Dee. 31,1918.

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A 1 ou Hi. r

. s'rn Specieation of Letters Patent.

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ra l 1' or NEW Yonx, N. Y.

applicati@ mea March 11, 191s. serial no. 83,493.

To all 'whom it may concern:

Be it known that I, WILLIAM O. S'roxns, a citizen of the United States,residing at New York, in the county of Bronx and State of New York, haveinvented certain new and useful Improvements in Carbureters,'of whichthe following is a full, clear, and exact specification.

This invention relates to carbureters, and has for its object to combinevwith an ordinary single jet or multiple carbureter an auxiliarycarbureter which is especially intended for facilitating the starting ofthe combustion' engine, and also enabling the engine to run idly at alower speed than is possible with the ordinary carbureter, and alsoassisting the ordinary carbureter to plil'olduce a better vaporizationof the liquid Ordinary single jet carbureters are expected to vapor1zethe fuel under too wide a range of operating conditions. That is, theair passage has to be of sufficient size to feed the engine at themaximum speed, and

under such conditions the air velocity past the fuel nozzle, which is afunction of the vacuum on the fuel nozzle caused by the engine suction,is such as to more or less satisfactorily vaporize the fuel. However,when the engine is throttled down, as by an ordinary butterfly orsliding throttle in the mixing chamber above the fuel nozzle, the airvelocity at the fuel nozzle becomes Vso low, and the vacuum so slight,very little vfuel is vaporized. Even if the vacuum bestrong, and the airvelocity past the fuel nozzle low, the only result is to draw the fuelfrom the nozzle in drops instead of inV atomized particles. It,therefore, results that in order to secure any vaporization at lowspeed, ordinary single jet carbureters are uneconomical at high speed,because they supply too much fuel. Moreover, when it is attempted tothin out the air at highspeed by means of automatic air valves, the lowspeed conditions .are not bettered, because there is still the defect ofnot having suliicient air velocity at the fuel nozzle to proper1 atomzethe fuel.

' e above defects have induced the pro vision of various arrangementsfor priming the engine at low speed, such for example as injecting fuelinto Athe top of the manifold, but these are not reliable, and areineffective 5 when the temperature 1s very low.

By this invention, an auxiliary carbureter is provided, which isconnected at the fuel end to the float chamber of the ordinarycarbureter, and has its mixing chamber connected to the engine manifoldabove the orl dinary throttle, and above the main `fuel nozzle. Theengine is now started solely 0n ythe auxiliary carbureter, with the main4throttle entirely closed, the result being that the entire vacuum ofthe engine is directed across the auxiliary fuel nozzle, even atlow handcranking speed, resulting in a certain vaporization of the fuel and muchquicker and better starting of the engine, even at very low temperature.To facilitate the starting, the auxiliary carbureter is provided with amanually controllable needle valveV which can be opened at the moment ofstarting to permit a freer iow of fuel so 'as to form a relatively richmixture, the needle valve then closing automatically to thepredetermined running position suicient to form a proper mixture tomaintain the engine at idling speed. An automatic air valve is alsoprovided which will be come effective at the idling speed of the engineto properly thin out the mixture. As the engine speeds up and thethrottle is opened to increase the power, the auxiliary carbureter isalways operative, and enables the main carbureter to be set fora'thinner mixture than is otherwise possible. The result isthat by thecombination of "1e main and the auxiliary carbureters a m 7 .h morepowerful mixture is obtained and tnere is a decided economy of fuel.

In actual practice, it has been found that this invention isadvantageous in iat fuel is saved, starting either by crank or :oy powerstarter is more certain, and more power is obtained from an engineequipped with this invention than one equipped simply with a stockcarbureter.

In the accompanying drawings,

Figure 1 is a section of a carbureter embodying the invention;

Fig. 2 shows a simplified modification of the auxiliary carbureter, andy Fig. 3 shows an additional modification applicable to Figs. 1 and 2.

1 represents the intake manifold of the engine, A2 the gasolene supplyto float chamber 3 through valve 4 controlled by float. 5,

and 6 is the fuel nozzle controlled by needle valve 7 and located in theair passage 8. 9 is an auxiliary air inlet which is controlled by anairvalve as 10 located in the mixing Patented Dee. 31, 1918.-

chamber 11 below the throttle 12. The foregoing parts are all of usualconstruction,

and may be modified in accordance with high speed t0 practicallythrottle the fuel outlet 15. 17 is a screw for adjusting the position offloat 16. Valve 16, in Fig. 1, is for the'purpose of opening and closingnozzle 15. At a very low engine speed with throttle closed as in`cranking, this valve drops, admitting more fuel, the quantitydetermined by adjusting screw 17, without decreasing the volume of airand also compensates, according to the opening of throttle 12 in maincarbureter. When throttle 12 is closed, valve 16 is vdrawn closed atidling speed of motor. When throttle 12 opens, permitting a How of fuelfrom nozzle 6, with the proportion of air that'is necessary for theproper mixture, valve 16 remains closed, until throttlev 12 is openedabout half Way. After that point of opening, the lvacuum decreases inthe `manifold 1 above throttlel 12, also decreasing the vacuum in pipe30. Therefore, the vacuum at nozzle valve 15, that holds 16 to .itsseat, is reduced allowing more fuel to enter through pipe 30,whichpermits more fuel to pass te the weakened, mixture from largecarbureter. This is quite necessary to get an economical, homogeneousand powerful mixture. As allicarbureters are'set for the proper mixture,with a small opening of throttle, s ay a quarter to av half opening, themixture will weaken when throttle passes half opening which decreasespower and causes preignitlon unless it is somewhat enriched, as justdescribed. Where such refinement of liquid fuel flow is not desired, thescrew 17 may be turned up so asrto cause the Hoat 16 to entirely cut olfthe fuel nozzle 15. .The starting fuel nozzle 18 is supplied with.fuel-from-the pipe 14, andis controlled by needle valve 19 having ascrew-threaded shank 20 threaded into the casing 21. .Y The screw 20 isprovided with a lever arm 22, which is split and can lbe clamped to thescrew 20 .by screw23. 24

is a spring having one end attached to the lever 22Yand the other end tothe casing 21 tending to turn the screw 20 down into the casing to closethe needle valve 19. 25 is a stop on the opposite end of arm 22 whichcontacts with the casing to limit the closing movement of the needlevalve 19. By loosening the screw 23, while the stop 25 is against thecasing, the screw 2O can be adjusted in 0r out to give the proper needlevalve opening. This is determined by running the engine and adjustingthe needle nasascov valve until the properv mixture is obtained, themain throttle 12 at this time being closed. Ordinary throttles 12usually are cut out so as to leave some slight opening at all timesthrough the mixing chamber, but better results are obtained with thisinvention if the throttle is caused to completely shut of the main fuelnozzle 6 when closed. This, however, is not essential. The arm 22 isconnected by a link 27. either to' the dash, where theengine is equippedwith a self starter, or to the. front Where'the engine is to be crankedby hand. Both connections may be used lso that the needle valve can becontrolled-whichever mode of starting is used. 28 is the. air inlet forthe auxiliary carbureter which is controlled by air valve 29 and themixture 'passes through the mixing pipe 30 to the inlet manifold abovethe throttle 12. Valve 29 is for the purpose of controlling vacuum andregulating volume.

32 is an auxiliary air inlet for the auxiliary carbureter which iscontrolled by a spring pressed angular valve 33, the tension of thespringbeing adjusted by nut 34. Air valve 33, is for the purpose ofcontrolling the vacuum and ladmitting more air into manifold. Valve 33is made of regular polygons of stock which preventsv valves fromsticking or becoming clogged. This auxiliary air inlet valve 33 isadjusted so that it does not open when the engine is being cranked,eitherby hand or by thev starter, but when theengine isV running idly,its speed is su'liciently increased to produce suiiicient vacuum so astoslightly open valve 33. This thins out the mixture t0 the properdegree so as-to produce even and powerful explosions in the enginecylinders. The lever 22 is only actuated momentarily as the enginepistons begin to move, so vas to let the liquid fuel iow freely throughnozzle 18 while nozzle 15 is closed. Owing tothe relatively small sizeof pipe 28 and the high air velocity across the fuel nozzle' 18, theaction is similar to that of an atomizer, and the fuel is stronglyatomized and thoroughly mixed with the air before it reaches the enginecylinder. 36 is a set screw for clampu .ing the nut 34 in adjustedposition.

cutting down the initial air and producing a somewhat richer mixture andeasier starting. From the foregoing descriptlon, 1t 1s thought vthat theoperation of the device can be clearly understood. It will be seen thatin operation, there will always be some vacuum through the auxiliarycarbureter even with the main throttle wide open, and this will producea powerful mixture upon a minimum quantity of fuel. As the main throttle12 is closed, the vacuum becomes stronger through the auxiliarycarbureter and thereby produces a better mixture than can be produced bythe main carbureter at low speed.

' The small carbureter produces ample mixture to both start the engine,and to allow it to idle, and in practice where this invention has beenapplied to a stock carbureter it has been found that the engine willstart easier, and idle at a much lower speed than was possible by thestock carbureter alone. This is a feature of decided advantage owing tothe present trend toward high speed engines, because it has been foundthat many of these engines do not idle well with the ordinary stockcarbureter unless at a rather high speed. When equipped with thisinvention a much lower idling speed can be secured without galloping orjumping, or flooding of the carbureter. the engine is developing power,a greater drive at low speed is produced because of the better and morehomogeneous mixture.

Various modifications and changes may be made in the detailedconstruction herein shown without departing from the scope of theappended claims.

Having thus described my invention, I declare that what I claim as newand desire to secure by Letters Patent, is

1. An auxiliary carbureter for attachment to a main carbureter, saidauxiliary carbureter being of low capacity for starting and idling andbeing inversely effective according to the opening of the main enginethrottle, comprising a casing having a fuel inlet contalnlng` a fuelnozzle, an a1r inlet, a mix- At runnlng speeds, where ing passageextending from said nozzle to the main carbureter mixing passage, aneedle valve in said fuel nozzle having a closing spring, adjustablemeans for limiting the closed position, and means controllable from adistance for opening said needle against the spring, said needle valvereturning to its adjusted open position when released.

2. An auxiliary carbureter for attachment to a main carbureter, saidauxiliary carbureter being of low capacity for starting and idling andbeing inversely effective according to the opening of the main enginethrottle, comprising a casing having a fuel inlet containing a fuelnozzle, an air inlet, a mixing passage extending from said nozzle to themain carbureter mixing passage, an auxiliary air inlet having anautomatic air valve, a needle valve in said fuel nozzle having a closingspring, adjustable means for limiting the closed position, and meanscontrollable from a distance for opening said needle against the spring,said needle valve returning to its adjusted open position when released.

3. In combination with a main carbureter comprising a float chamber,fuel nozzle, mixing passage, auxiliary air inlet, and throttle, a flowcontrolled fuel throttling valve in the fuel nozzle, and an auxiliarylow capacity carbureter connected between said float chamber and saidmixing passage beyond said throttle, said auxiliary carbureter having anair inlet to its fuel nozzle, a spring closed needle valve therein, andan adjustable stop for limiting the closing of said valve so that itcloses from wide open position to a predetermined open runnlngvposition.,

In testimony whereof I aix my signature, in presence of two witnesses.

WILLIAM o. sroKEs.

